The International Cessna 170 Association

If tweaking the engine location doesn’t get you what you need, I would definitely modify the composite nose bowl to fit the existing cowl rather than modify or rebuild the cowl. Get some help from someone in your area who has built a plastic airplane.

Sorry miles but modifying the nose cone is not in the STC . Also the nose cone is aligned with the spinner on the prop. There is a certain gap between nose cone and prop spinner.
If this gap is not correct that ring gear with all those bitee teeth will chew into the nose cone . If you have to restore that nose cone ,there is a special resin to use also .

ghostflyer wrote:Sorry miles but modifying the nose cone is not in the STC ...

I don’t think that would hinder me. I’d put the opening of the nose bowl where it needed to be relative to the spinner and flywheel, then add/subtract glass to make the edges fit the cowl. I doubt that modifying the cowl is in the STC either.

ghostflyer wrote:... If you have to restore that nose cone ,there is a special resin to use also .

There generally two types of resin, epoxy and vinyl ester. It shouldn’t be too hard to find out which was used to make the bowl.

I got there. Accurately torqueing Lord mounts and some tweaking helped.

Almost all fibreglass is vinyl ester when layer up, but if you want anything to stick to cured resin use epoxy.

The nose cone is very nicely laid up.

Also check the clearance between the RH cylinder exhaust and the fibre glass cowl internally. I have had 2 experiences of burning on the nose cowl where this exhaust goes close.
The first one was with mine own one where the paint on the outside changed color. Then about a year later was asked by another shop to come and have a look of another cowl that was burnt extensively. This was on a modified 172 . It’s my belief that Harry changed the resin after sending him photos of the burnt cowl. Mine , I fitted a stainless steel heat shield between exhaust and cowl.
There are 4 different types of resins that have high temperature ratings . There is polytex6450 which is a halogenated resin [UL94HB flammability rating ] which is loosely based on a polyester resin. Personally I would use “West system” 105/205 as it’s available anywhere and cheap to purchase.plus it’s a epoxy based and has better properties in this area. But a fire retardant should be mixed 1 to 1 with it being a Alumina powder but the viscosity can be greatly increased , so extra work/care on the job needed.
DISCLAIMER... the above information is for entertainment purposes only. Please consult your aircraft manufactures and FAA reference material

Well it took a little longer than I had hoped, but my airplane flies again.

Pretty impressed with the 0-360 so far, but I am still in the early stages of getting used to it. I have little experience in different airplanes so it is definitely strange for me to be going so fast, and having more buttons to push.

Seem to be getting about 100 knots at 23 square, but that is a first guess. Climb rate on a cold day with pilot only and 20 gallons at sea level of 1500 ft a minute.

It is smooth, and quieter than the 0-300, but it sounds different and that will take a while to get used to.

Many thanks to several people here, and local friends who have helped me.

Good going, Charlie! Twelve years later, I still smile foolishly on every takeoff!

Can't wait till the border opens up and we can play on the rivers together.

Congrats

Jughead

Congratulations on getting your O-360 installed and flying. I would expect you to see an increase in climb rate and some shorter take off distance, all things being equal. I would not expect you to experience much extra speed unless your O300 was worn out. I fly with a friend who has the Lyc O360 and the increased speed compared to my O300 is minimal. Will be interesting to see how your experience is as you get more accustomed to the new engine.

Got another 2.2 on it today and I am running it hard as per engine builders recommendations. Cruising 20 mph faster.

Thanks Jughead. As soon as it opens up I will be down as I have a brand new nephew in Ellensburg I want to meet. You are on the way. I m guessing after I go to Tokyo though.

Gee Charlie that’s alot of up and down the straits Hope it goes well for you.

Which prop are you running again?

Hartzell 76" Constand Speed non AD Hub

I would very much appreciate if you could continue to provide your impressions of the performance changes as you fly more. -Climb rate, full burn, range, CG, GW handling etc..

Also, are you on 8.50's?

With an average o300a overhaul nearing $30k (that's if your crank, cam, & pan is good), I'm thinking hard on switching over to the o360 in the next couple years..Seems like a guy could start stockpiling parts and then sell his o300 to take the sting out.

Thanks!

What I’d also like to know is how much the elevators are deflected to push the nose down in level flight.